Running-gear for street-cars



(No Model.)

I. W. ,JUD SON. RUN-RING GEAR FOR STREET mas.

P atent-e d Apr. 8, 18.90.

wt? 02,3 8 e fl i w w aa Z L 7 7 j UNITED STATES PATENT @rrice.

FREELAND \V. JUDSON, OF CLEVELAND, OHIO.

RUNNING-G EAR FOR STREET-CARS.

SPECIFICATION forming part or Letters Patent No. 425,380, dated April 8, 1890.

Application filed February 15,1890, Serial No. 340,561.

(No model.)-

To (all whom it may concern.-

e it known that I, FREELAND \V. JUDSON, of Cleveland, in the county of Cuyahoga and State of Ohio, haveinvented certain new and useful Improvements in Running-Gear for Street-Cars; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which itpertains to make and use the same.

My invention relates to improvements in running-gear for streetcars; and it consists in certain features of construction and in com bination of parts hereinafter described, and pointed out in the claims.

In the accompanying drawings, Figure 1 is a side elevation, portions of the housing being broken away to show the construction. Fig. 2 is an end elevation in detail. Fig. 3 is a view in perspective in detail.

A represents the body of the car, constructed in the usual manner, with longitudinal sills A.

BB are the car-wheels, and B B arethe housings for the axle-journal boxes I) b. O C are the primary levers, supposed to be alike and of considerable length, and arranged in pairs on either side of the car and located under the car-sills, the one section of each lever being bent upward, as shown, to constitute a yoke 0', these yokes being adapted to extend over and ride astride a journal-box b but having, preferably, a rubber block or spring I) interposed between box I) and the opposing section of the yoke. The outer ends of each lever O bear against a spring 0, the latter in turn bearing against the under side of the car-sill, or, rather, bearing against a suitable seat a, the latter being attached to the car-sill. It will be observed that the two springs c on the same side of the car are widely separated and are comparatively near the end of the car-body. The inner ends of the two levers O 0, located on the same side of the car, are connected by means of links (Z with the extreme of an equalizing-lever D. The two levers D of opposite sides of the car are connected by means of a cross-bar 1 The reduced end sections of bar F extend with an easy fit through lateral holes made at the center of levers D D.

E is a flat bar connecting the two housings on the same side of the car, and on top and midway of bar E is secured a metal bloc-l; E, this block having ward, as shown more clearly in Fig. 3, with spaces between the lugs for receiving loosely leverD and cross-bar F. Hock E and attachments are for holding lever I) and bar F in place, and does not sustain any weight save its own. v p

G is a heavy spring, one of which is provided for each lever D. This spring rests on a suitable seat attached at the longitudinal center of lever D. The upper end of spring G engages seat a, the latter being secured to the car-sill. Although bar F fits loosely in levers D D, so that the levers may rock on this bar as an axle independent of each other, still the crossbar prevents levers I) from tilting laterally, and in case electric motors are placed on the car bar F is in position to support the inner ends of the motors.

lVith the construction shown, and by means of levers C and D and the springs distributed as shown, the car in a great measure is prefour lugs 6, extending upvented from rocking, and hence rides very easily, and the car-wheel", in passing over obstructions or over inequalities of the track aifect the car much less than With the various constructions heretofore employed.

What I claim is- 1.. In running-gear for street-cars, the combination, with pairs lengthwise the car and adapted, respectively, to ride on the journal-boxes of the caraxle, of a bar connecting'the housings of the axle-journals, equalizing-levers fulcrumed on said bars, the extremes thereof being operatively connected with the inner end of the primary levers, ively, at the center of the equalizing-lever and at the extremes of the pair of primary levers, the different springs engaging the car-body, substantially as and for the purpose set forth.

2. The combination of primary and equalizin levers'and s rin s substantiall asin- O a i dicated, of cross-bar engaging the respective equalizing-levers, substantially as set forth.

In testimony whereof I sign this specification, in the presence of two witnesses, this 18th day of January, .1890.

FREELAXD XV. JUDSON. Witnesses:

CHAS. H. Donne, WILL B. SAGE.

and springs located, respect- IOO 

